Brake-shoe



c. R. POWELL. 'BRAKE sHoEi APPLICATION FILED DEC.2. i918.

Patented'Mar. 1, 1921. v

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CHARLES n. POWELL, or New. YORK, N. Y;

BRAKE-siren.

ieeegesa,

To @ZZ au Ito/m, t may cof/wcm Be it known that l, CHnnLns R. PowELL, a citizen of the United States, residing at N ew York, in the county 'of New York and tate of New-York, have invented ,certain new and useful improvements in Brake Shoes, of vwhich the following isa specification; l, y

This invention has relation to railway brake appliances, with particular reference to brake shoesand heads, and has for an object to provide means to be formed upon the shoe to bend and deiiect the key which is employed to hold the shoe and head together, in such a manner as to prevent the accidental or casual dislodgment of the key in use.

Another object of the ini'f'ention is to provide an improved brake shoe having one orv more defflecting lugs of specific formation and located in a specic manner, for accomplishing the purpose -above setforth.

Another object of the invention is to provide a deilectiiig lug iii a brake shoe' de-y signed to cause the brake head to initially nieve away from thershoe when the key is rst driven and to impart a slight curvature to the latter, and whereby the act of applyy' ing the brakes will result in v'the further bending of the vkey to theproper extent to securely lock theshoe and head against separation, to prevent disengagement of the Y brake hanger and to prevent casual dislodg- 'ment of the key.

ln addition to the tion comprehends improvements in the details of construction and 4arrangement or" parts to be hereinafter set forth and specifically pointed out in the appended claims.

ln the accompanying drawingvin 4which similar and corresponding parts'are designated by same characters of reference throughout the several views lin which they appear;

Figure 1 is a view in side elevation of the brake shoe and head during the insertion of the key and before the latter is bent.

Fig. 2 is a similar view with the key deiiected after the application of the brakes, and

Fig. 3- is a view of a modified form of brake shoe.

In railway practice it is a well recognized fault of brake head and shoe design that the key which is used to hold the head and shoe together is prone to become accioregoing this invenspecification of Letters raient. Patented Mar. 1, Y19211. Application ined December 2, 191s. ,semi No. 265,010. y y

dentally dislodged, and is readily subject to removal by unauthorized persons. The key may fall from its normal position and thus permit the hanger to become disengaged land, 13 respectively in accordance with standard practice, and an intermediate lug 11 which is'apertured to receive a key. y A

standard brake head 15 is formed with endV luge 16 which engage the lugs 12 and 13 of` the shoe when the parts are assembledas shown in the drawings. Intermediate of the head are a pair of apertured, spaced ,key lugs 17 and 18'which receive therebetween the lug- 14 of the shoe. The apertures of the lugs 14, 1T and 18 should aline,r to reelyreceive the key which is indicated at19a'nd which is normally in the formof a slightly curved and headed strip, the ,head being dicatedat 20. The brake hanger. shown at n 21 enters a recess 22 formed inthe heaolvto receive the brake hanger. vMy inventionincludes the provision of a lug 23 ,on the outer or convex side of the brake shoe. The up.- per side of the lug23 extends outwardlyA at an acute angle vrelative to the 'convex side` of the brake` shoe downwardly'formingan elliptical curve y Thevjluncture o flthe sur,- tace 25 with the convex side of .the brake'V shoe should be suiiici'ently spaced from. the lug 14 as to snugly receive therebetween the lowering 18 of the brake head. The size of the lug 111 may vary in practice, and it is not intended that the design .thereof as here described be construed as an absolutely essential part of the present invention.

f In use the key 19 is inserted point first into the upper end of the brakerhead, or

through the lug 16 thereof, and then.

through the lugs 17, lli-and 18 in the order named. The point will be bent or deflected slightly toward the brake head, riding over the curved end of the lug 23 until the point of the key comes to rest and engages the inp .6o trom the head, the brake beam as a result railing4 upon the tracks and perhaps causing I am aware that Y ner surface of the brake head, at the point 26, whereupon it 1s driven downward by Ymeans of a hammer until the key comes to rest in the position shown in Fig. 1. During this operation the lower end of the brake head will be moved away from the brake shoe to some extent. The parts will remain in this relation until the first application of the brakes. The movement of the lowerV end of the head toward the shoe which will be produced oy such application will result in a further bending of the key, the lug 23 Y'forming a short bend in the key at The intermediate portion of the key will be bent to arcuate formation as at?) and the key will assume the configuration shown in Fig. 2.

Iam aware that it is old in the art to provide' abutments ofvarious kinds to `deflect keys in brake head and shoe assemblies, as in the Fahrenbruch Patent No. 1,247,652, but I am not aware that a lug has ever been rapplied to a brake shoe for this purpose. It

will be noted from F ig. 2 that the key, owing tothe bend at thepoint a, cannot be withydrawn except by means of a tool and with the applicationloi' great'effort. It will also be obvious that in the event that the brake shoe Y Y should become disengaged from the brake ened out.

head by reason of the fracture ot' the lug 14: which is sometimes the case, the key could not fall from the brake head, even if the head 20ct the key was broken ofi' or straight- This is because of the peculiar curvature'of the deflected key which would bindat its points of curvature against the sides of the brake head and the apertures of the lugs 17 and 18. Thus, if the key can be held in the head at all times, obviously the brake hanger 21 cannot be disengaged from the recess 22sinc'e the latter is closed by the extension of the key thereacross. Therefore,`by placing the lug 23 on `the shoe av positive lock is provided to prevent the separation of the head and shoe, as well as an infallible means of preventing disengagement of the head from the hanger. By providing-they lug upon the shoe this invention may 'be quickly embodied in standard railway equipment with a minimum of expense, since shoes are replaced more frequently than brake heads. vIt can also be readily proven in practice that the key will be gripped tighter when the lug' is placed on the shoe in the manner set forth than when on the head as shown in the art.

I have illustrated in F ig. 3 a modified form of my invention in which the brake shoe 11 is provided with a pair of lugs 27 which are located, one at each side of the lug 14 so that the key may be inserted from either end of the shoe, that is the shoe may be reversed when applying itY to the brakehead.- The key, by this method Will receive a double deflection which will serve to secure the same even tighter.

iVhile I have illustrated and described my invention with some degree of particularity, I realize that .1n practice various alterations therein may be made, I therefore reserve the right and privllege oit' changing the form of the details of construction or otherwise re? l arranging the relation of the. correlated parts, without departing from the spirit ofy ing anv apertured lug and a brake head havi ing a'pair of apertured lugs to receive the rst lug therebetween, a deiiecting lugV iormed on the shoe `and adapted to cause slight separation of the shoe and head when a key is driven therebetween, and to impart an acute bend in the key whereby to prevent longitudinal movement of the key in either direction, with or without the association of the shoe with the head.

In testimony whereof I affix my signatureV in presence'of two Witnesses.

CHARLES R. POWELL.

Witnesses A. E. KLINGER, S. GREGORY. 

